Safety gap filler for railway platforms

ABSTRACT

The present invention provides a safety gap filler which is provided on an edge of a railway platform which is adjacent to tracks so as to minimize a gap between the platform and a train. The safety gap filler of the present invention includes a fastening base body, which is attached to the edge of the platform in a direction parallel to the tracks, and support bars, which protrude predetermined lengths from the surface of the fastening base body towards the tracks at positions spaced apart from each other at regular intervals. Each support bar is inclined at a predetermined angle with respect to the fastening base body in a direction in which the train travels, so that the support bars are elastically brought into sliding contact with the sidewall of the train.

TECHNICAL FIELD

The present invention relates, in general, to safety gap fillers whichare attached to track-side edges of platforms of railway stations,including subway stations, to reduce gaps between the platforms andtrains and, more particularly, to a safety gap filler for railwayplatforms which is constructed such that several support bars, which areprovided at positions spaced apart from each other in a horizontaldirection at regular intervals, are inclined at a predetermined angle inthe direction in which a train travels, thus effectively preventing thefeet of passengers or the wheel of a cart or the like from becomingcaught between the support bars when the passengers get on or off thetrain, and reducing frictional force with respect to the train.

BACKGROUND ART

As well known to those skilled in the art, in stations for subways ortrains that travel along tracks, platforms are provided around thetracks such that passengers can get on or off the trains. In particular,in the case of subways or electric railways, which are used by manypersons, the platforms are typically constructed at predeterminedheights corresponding to the bottoms of doors of the trains to ensureconvenience when passengers get on or off the trains.

Meanwhile, trains move in a lateral direction due to various causeswhile traveling. Particularly, in curved sections, ranges within whichthe trains move in a lateral direction are increased. Thus, in aplatform, an appropriate safety margin is defined between a train and anedge of the platform which is adjacent to the tracks so as to preventthe train from rubbing against the platform.

Therefore, when the train stops so that passengers can enter and exit, agap is un-avoidably defined between each door and the edge of theplatform. In the case of a platform having a curved section, the gaptherebetween is further increased. Due to this gap, there is thepossibility of a safety hazard, for example, the foot of a passenger(particularly, a child) becoming caught in the gap when getting on oroff the train.

Accordingly, in order to ensure the safety of passengers, it ispreferable that the platform be constructed such that the gap betweenthe train and the edge of the platform be as narrow as possible, but, inconsideration of various factors including the characteristics of thetrains, a gap having a predetermined width unavoidably existstherebetween. To solve this problem, that is, to minimize the gapbetween the train and the edge of the platform, a method in which adevice called a “safety gap filler” is attached to the edge of theplatform has been proposed.

Recently, various types of safety gap fillers have been proposed.Representative examples of such safety gap fillers were disclosed inKorean Patent Laid-open Publication No. 10-2002-0033331 and No.10-2005-0098693 and Korean Utility Model Registration No. 20-0346389.

In such conventional safety gap fillers, to minimize the gap between atrain and an edge of a platform while ensuring lateral movement of thetrain, a fastening plate, which has a band shape, is fastened to theedge of the platform which is adjacent to the tracks. Several gapprevention members, which are made of soft material, are perpendicularlycoupled to one surface of the fastening plate at positions spaced apartfrom each other at regular intervals, thus forming an approximate forkshape. However, the conventional safety gap fillers have the followingproblems.

First, as shown in FIG. 1, to eliminate the gap between the train andthe platform, the length to which the gap prevention members 3 protrudefrom the fastening plate 2 must be equal to or slightly greater than thegap therebetween. In this case, because the gap prevention members 3 areperpendicular to the train T, when the train T approaches or leaves theplatform, the ends of the gap prevention members 3 are bent a lot whenthey come into sliding contact with the train T even though the backwarddisplacement D, within which the ends of the gap prevention members 3are moved in the direction away from the train, is relatively small.Therefore, the frictional force between the train and the safety gapfiller is greatly increased.

In other words, in the conventional safety gap filler 1, when the gapprevention members 3 are bent by coming into sliding contact with thetrain T, the bending displacement S with respect to the backwarddisplacement D is relatively large, thus greatly increasing frictionalforce therebetween.

Second, in the case where the conventional safety gap filler 1 isconstructed such that ends of the gap prevention members 3 are spacedapart from the train by a predetermined distance, as shown in FIG. 2,the effect of minimizing the gap becomes unsatisfactory. That is, in thecase of a person such as a child, having small feet, there still is thepossibility of a safety hazard in which the foot may become caught inthe gap.

Third, moreover, because the gap prevention members 3 areperpendicularly fastened to the fastening plate 2, as shown in FIG. 3,the wheels W of a carrier such as a cart may undesirably enter the spacebetween the gap prevention members 3 when getting on or off the train T,thus causing a safety hazard.

DISCLOSURE OF INVENTION Technical Problem

Accordingly, the present invention has been made keeping in mind theabove problems occurring in the prior art, and an object of the presentinvention is to provide a safety gap filler for railway platforms whichcan satisfactorily remove the gap between a train and an edge of theplatform which is adjacent to tracks and can prevent the size of gapsbetween support bars from being increased by the weight of passengers,thus effectively preventing the feet of passengers or the wheel of acart or the like from becoming caught between the support bars when thepassengers get on or off the train.

Another object of the present invention is to provide a safety gapfiller for railway platforms which markedly reduces the frictional forceinduced by coming into sliding contact with the train when the trainapproaches or leaves the platform.

Technical Solution

In order to accomplish the above objects, the present invention providesa safety gap filler provided on an edge of a railway platform that isadjacent to tracks to reduce a gap between the platform and a train, thesafety gap filler including: a fastening base body attached to the edgeof the platform that is adjacent to the tracks in a direction parallelto the tracks, the fastening base body having a band shape, a width ofwhich is small, and a height of which is large; and a plurality ofsupport bars protruding predetermined lengths from a surface of thefastening base body towards the tracks at positions spaced apart fromeach other at regular intervals, each of the support bars having a plateshape, which is small in width and large in height, and being inclinedat a predetermined angle with respect to the fastening base body in adirection in which the train travels, so that the support bars areelastically brought into sliding contact with a sidewall of the train.

Preferably, the fastening base body and the support bars may bemanufactured through separate processes and assembled with each otherinto a single body, wherein the fastening base body may be made of ahard material such as synthetic resin and has in one surface thereof aplurality of dovetail slots, each of which is closed at a lower endthereof, and each of the support bars may be made of a soft materialsuch as rubber such that the support bar bends when contacting thetrain, with a first dovetail provided on a proximal end of each of thesupport bars, the first dovetail being fitted into the correspondingdovetail slot of the fastening base body.

Furthermore, a cross-section of each of the support bars may have atapered shape which is reduced in width from the top thereof to thebottom. Therefore, the contact area between the foot of the passengerand the support bar is increased as much as possible, and foreignobjects, which are held between the support bars, can be easily removedtherefrom in a downward direction.

In addition, the safety gap filler may further include a sliding shoeprovided on a distal end of each of the support bars, the sliding shoehaving superior abrasion resistance and superior impact resistance.

ADVANTAGEOUS EFFECTS

In the safety gap filler for railway platforms according to the presentinvention, a gap is reliably prevented from being defined between theplatform and the door of a train. Furthermore, because support bars areangled at appropriate angles with respect to a fastening base body, thatis, in a direction crossing the direction in which passengers get on oroff the train, the distances between the support bars are prevented frombeing increased by the weight of the passengers. Therefore, when thepassengers get on or off the train, the foot of a passenger or the wheelof a cart or the like is effectively prevented from becoming caughtbetween the support bars.

In addition, because the support bars are inclined in the direction inwhich the train travels, when the support bars are brought into contactwith the train, they are easily bent. As well, when the train approachesor leaves the platform, because the support bars are in sliding contactwith the train, frictional noise is markedly reduced.

Therefore, the present invention has superior effects in that thereliability of the station and the stability when passengers get on oroff the train are greatly enhanced.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1 through 3 are plan views illustrating problems with aconventional safety gap filler for railway platforms;

FIG. 4 is a perspective view of a safety gap filler for a railwayplatform, according to a first embodiment of the present invention;

FIG. 5 is a plan view showing the safety gap filler of FIG. 4 attachedto the edge of the station platform adjacent to a track;

FIG. 6 is a sectional view taken along the line IV-IV of FIG. 5;

FIG. 7 is a sectional view taken along the line V-V of FIG. 5;

FIG. 8 is a partial plan view of the operation of the safety gap filleraccording to the present invention;

FIG. 9 is a partial plan view showing another type of support bars ofthe safety gap filler according to the present invention;

FIG. 10 is a partial plan view of a safety gap filler for a railwayplatform, according to a second embodiment of the present invention;

FIG. 11 is a side view seen along the arrow IX of FIG. 10;

FIG. 12 is a sectional view showing the installation of a safety gapfiller for a railway platform, according to a third embodiment of thepresent invention;

FIG. 13 is a plan view seen along the arrow XI of FIG. 12;

FIG. 14 is a partially exploded perspective view showing a safety gapfiller for a railway platform, according to a fourth embodiment of thepresent invention;

FIG. 15 is a plan view showing the assembled safety gap filler of FIG.14;

FIG. 16 is a sectional view taken along the line XIV-XIV of FIG. 15;

FIGS. 17 and 18 are sectional views showing modifications of the safetygap filler according to the fourth embodiment of the present invention;

FIG. 19 is a partial plan view showing a safety gap filler for a railwayplatform, according to a fifth embodiment of the present invention; and

FIGS. 20 and 21 are a sectional view and a plan view, respectively,schematically showing a safety gap filler for a railway platform,according to a sixth embodiment of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, a safety gap filler for a railway platform according to thepresent invention will be described in detail with reference to theattached drawings.

As shown in FIGS. 4 through 8, a safety gap filler 10 for a trainplatform according to a first embodiment of the present inventionincludes a fastening base body 11, which is attached to the edge of thetrain platform adjacent to tracks in a direction parallel to the tracks,and support bars 12, which protrude a predetermined length from thesurface of the fastening base body 11 towards the tracks at positionsspaced apart from each other in the longitudinal direction of thefastening base body 11 at regular intervals. Therefore, the safety gapfiller 10 resembles a fork.

In the safety gap filler 10 according to the first embodiment, thefastening base body 11 and the support bars 12 are made of softmaterial, for example, rubber or urethane, and are integrally formedinto a single body.

The fastening base body 11 has the shape of a narrow and tall band. Thefastening base body 11 is fastened to the edge of the platform F that isadjacent to the tracks, for example, using screws 13.

According to the characteristics of the present invention, the supportbars 12 are angled with respect to the fastening base body 11 atpredetermined angles α in the direction in which the train T travels. Ifthe inclination angle α is too small, frictional force is reduced, butthe length of each support bar 12 must be increased. If the inclinationangle α is increased close to 90°, the length of the support bar 12 isreduced, but, because the bending displacement S, by which the end ofthe support bar 12 is bent, greatly increases with respect to thebackward displacement D, by which the end of the support bar 12 is movedin a direction away from the train, the frictional force is increased.

Preferably, it is preferable that the inclination angle α of the supportbar 12 be set at approximately 45°.

Here, in the case where the inclination angle α of the support bar 12 isless than 30°, the length of the support bar 12 must be more than doublethe size of the gap between the train and the platform, that is, thelength of the support bar 12 becomes excessively long, so that thevertical displacement thereof could be undesirably increased. Incontrast, in the case where the inclination angle α of the support bar12 is greater than 60°, because the bending displacement S of the end ofthe support bar 12 is greater than double the backward displacement Dthereof, the frictional force is excessively increased.

Therefore, in the present invention, preferably, the inclination angle αof the support bar 12 ranges from 30° to 60°.

As shown in FIG. 8, preferably, the protruding length, to which thesupport bars 12 protrude from the platform F towards the tracks, isslightly greater than the gap between the platform F and the train T,such that the support bars 12 are brought into sliding contact with thesidewall of the train T and are appropriately bent, thus maintaining astate of elastic contact with the sidewall of the train T.

Furthermore, because passengers may step on the support bars 12 whengetting on or off the train, the support bars 12 must be able towithstand the weight of the passengers. To achieve this purpose, eachsupport bar 12 has a vertically oriented plate shape, the width of whichis small, and the height of which is sufficiently large. As shown inFIG. 6, the support bar 12 is shaped such that it is reduced in heightin a direction away from the fastening base body 11.

Moreover, as shown in FIG. 7, each support bar 12 has a taperedcross-section in which the width thereof is reduced from the top to thebottom. Thanks to this structure, the contact area between the foot ofthe passenger and the support bar 12 is increased as much as possiblesuch that a passenger can stably step on the step board, and foreignobjects, which are held between the support bars 12, can be easilyremoved therefrom in a downward direction.

In other words, because the gap between the upper surfaces of theadjacent support bars 12 is relatively small, the possibility of thefoot of the passenger becoming caught between the adjacent support bars12 is minimized, and, because the gap therebetween is increased from thetop to the bottom, foreign objects, which fall onto the safety gapfiller 10, can be easily removed downwards through the gap between thesupport bars 12 without becoming caught in the gap.

Meanwhile, in the safety gap filler 10 according to the embodiment ofthe present invention having the above-mentioned construction, becausethe support bars 12, which protrude towards the tracks to fill the gapbetween the platform F and the train T, are inclined at predeterminedangles in the direction in which the train T travels, passengers canvery safely get on or off the train, and carriers such as carts can alsoeasily and safely get on or off the train.

In detail, unlike the conventional art, in which the support barsprotrude in the direction perpendicular to the direction in which thetrain T travels, in the safety gap filler 10 of the present invention,because the support bars 12 are inclined in the direction in which thetrain T travels, as shown in FIG. 8, at least one support bar 12 alwayssupports the wheels W of a cart when it gets on or off the train.Therefore, there is little possibility of the wheel W becoming caughtbetween adjacent support bars 12. As such, the present invention makesit possible for passengers to safely get on or off the train T.

Moreover, in the safety gap filler 10 of the present invention, becauseeach support bar 12, which is inclined at a predetermined angle,protrudes a length slightly greater than the gap between the platform Fand the train T, the ends of the support bars 12 come into slidingcontact with the side wall of the train T and are thus bent, therebymaintaining a state of elastic contact with the sidewall of the train T.Therefore, when passengers get on or off the train T, gaps between thesupport bars 12 are effectively prevented from being increased by theweight of the passengers, which would cause the foot of a passenger tobecome caught between the support bars 12, and the possibility of asecondary safety hazard is minimized.

As well, because the support bars 12 are inclined in the direction inwhich the train T travels, when the train T approaches, the support bars12 can be easily bent even by relatively small force. Furthermore, thefrictional resistance between the train T and the support bars 12 isgreatly reduced compared to in the conventional art, in which thesupport bars are perpendicular to the direction in which the train Ttravels, thus markedly reducing frictional noise.

Meanwhile, FIG. 9 schematically illustrates another type of support bars14 of the safety gap filler 10 according to a modification of the firstembodiment of the present invention. As shown in the drawing, themodification of the first embodiment is constructed such that eachsupport bar 14 is reduced in width in the direction away from thefastening base body 11.

In this case, because the distal end of the support bar 14 is narrowerthan the proximal end thereof, when the support bar 14 is brought intosliding contact with the train T, the support bar 14 can be bent moreeasily, thus further reducing frictional noise.

FIGS. 10 and 11 schematically illustrate a safety gap filler 10 for arailway platform, according to a second embodiment of the presentinvention.

In the second embodiment, on the basis of the construction of the firstembodiment, a sliding shoe 16, which is made of hard material, such asFRP or plastic, having superior abrasion resistance and superior impactresistance, is further provided on the distal end of each support bar12.

The sliding shoe 16 can be coupled to the distal end of the support bar12 by various methods, for example, it may be coupled thereto in adovetail joint manner. Here, the sliding shoe 16 may have the sameheight as the support bar 12. Preferably, a dovetail 15, which engageswith a dovetail groove 17 of the sliding shoe 16, is formed on thedistal end of the support bar 12 such that it extends only a limitedlength from the upper end of the support bar 12 downwards, so that thesupport bar 12 supports the lower end of the sliding shoe 16, thuspreventing the sliding shoe 16 from being undesirably removed from thesupport bar 12.

Furthermore, the sliding shoe 16 is constructed such that the sidewallthereof protrudes from the distal end of the support bar 12, so thatonly the sliding shoe 16 contacts the sidewall of the train T.

As well as having the same effects as those of the first embodiment, inthe second embodiment having the above-mentioned construction, thedurability of the support bar 12 is markedly increased, thus extendingthe lifetime of the safety gap filler 10.

FIGS. 12 and 13 schematically illustrate a safety gap filler for arailway platform, according to a third embodiment of the presentinvention.

In this embodiment, unlike the construction of the first embodiment, afastening base body 18 has an angled structure such that it covers theupper corner C of the edge of the platform F. In this case, theoperation of coupling the safety gap filler to the edge of the platformF becomes easier, and the coupling structure therebetween can bemaintained strongly and stably.

Preferably, a coupling depression 18 a is formed in the inner surface ofthe fastening base body 18, and a metal reinforcing member 19, whichalso has a bent shape, is seated into the coupling depression 18 a, oris integrated with the fastening base body 18 by insert-forming.Thereafter, the fastening base body 18 is fastened to the platform Fusing screws 13, thus further increasing structural stability.

FIGS. 14 and 16 schematically illustrate a safety gap filler 20 for arailway platform, according to a fourth embodiment of the presentinvention.

In this embodiment, the safety gap filler 20 includes a fastening basebody 21 and a plurality of support bars 22 and is constructed such thatthe fastening base body 21 and the support bars 22 are separatelymanufactured through different processes and are assembled with eachother.

To achieve this purpose, the fastening base body 21 is made of hardsynthetic resin and has in one surface thereof a plurality of dovetailslots 23, each of which is closed at the lower end thereof. Each supportbar 22 is made of soft material such as rubber such that it bends whenit contacts the train T. Furthermore, each support bar 22 has on aproximal end thereof a dovetail 24, which is fitted into thecorresponding dovetail slot 23 of the fastening base body 21.

Here, the opening 23 a of each dovetail slot 23 is formed in thefastening base body 21 at an angle ranging from 30° to 60° with respectto the corresponding surface of the fastening base body 21, such thatthe corresponding support bar 22 can be oriented in a direction that isinclined at an appropriate angle relative to the direction in which thetrain T travels. Furthermore, the dovetail 24 of each support bar 22 isalso constructed such that it is angled relative to the end of thesupport bar 22 at an angle equal to the angle at which the opening 23 ais formed.

As well as having the same effects as those of the first embodimentdescribed above, the fourth embodiment has an advantage in that, in thecase where some support bars 22 are worn, only the worn support bars 22need be replaced with new ones.

Meanwhile, typically, the surface of the platform F is not level withthe bottom of a door of the train T. That is, as shown in FIGS. 17 and18, the bottom of a door of the train T is generally higher or lowerthan the surface of the platform F.

In this case, particularly, in the case where the difference in heightbetween the surface of the platform F and the bottom of the door of thetrain T is relatively large, it is very inconvenient for passengers toget on or off the train, and a passenger may stumble on the stepped partformed by the difference therebetween.

To respond to this, in the fourth embodiment, the support bars 22, whichare manufactured separate from the fastening base body 21, may bestandardized into various heights and selectively used such that theupper surfaces of the support bars 22 are placed at an intermediateheight within the range between the surface of the platform F and thebottom of the train T, thus minimizing the possibility of a safetyhazard due to a difference in height therebetween, and making it easyfor passengers to get on or off the train.

FIG. 19 schematically illustrates a safety gap filler 20 for a railwayplatform, according to a fifth embodiment of the present invention. Thesafety gap filler 20 according to the fifth embodiment has aconstruction in which those of the second embodiment and the fourthembodiment are combined.

In other words, in the case of this embodiment, on the basis of theconstruction of the fourth embodiment, a sliding shoe 16, which is madeof hard material, such as FRP or plastic, having superior abrasionresistance and superior impact resistance, is further provided on thedistal end of each support bar 22. The method of coupling the slidingshoe 16 to the support bar 22 is the same as in the second embodiment,therefore further explanation is deemed unnecessary.

As well as having the same effects as those of the fourth embodiment,the safety gap filler according to the fifth embodiment having theabove-mentioned construction has an effect in that the durability of thesupport bar 22 is increased, thus extending the lifetime of the safetygap filler 20.

FIGS. 20 and 21 schematically illustrate a safety gap filler 20 for arailway platform, according to a sixth embodiment of the presentinvention.

On the basis of the construction of the fourth embodiment, the safetygap filler 20 according to the sixth embodiment is constructed such thata fastening base body 25 has a bent shape that covers the upper corner Cof the edge of the platform F, in the same manner as that of the thirdembodiment. In this case, despite having the structure such that thesafety gap filler 20 can be easily coupled to the edge of the platformF, the coupling structure therebetween can be maintained strongly andstably.

Of course, this embodiment may also have a structure such that acoupling depression 25 a is formed in the inner surface of the fasteningbase body 25, and a metal reinforcing member 26, which has a bent shape,is seated into the coupling depression 25 a or is integrated with thefastening base body 25 by insert-forming, thus further increasingstructural stability.

Although the preferred embodiments of the present invention have hasbeen disclosed for illustrative purposes, those skilled in the art willappreciate that various modifications, additions and substitutions arepossible, without departing from the scope and spirit of the inventionas disclosed in the accompanying claims.

INDUSTRIAL APPLICABILITY

As described above, in a safety gap filler for railway platformsaccording to the present invention, a gap is reliably prevented frombeing defined between the platform and a door of a train. Furthermore,because support bars are angled at appropriate angles with respect to afastening base body, that is, in a direction crossing the direction inwhich passengers get on or off the train, gaps between the support barsare prevented from being widened by the weight of the passengers.Therefore, when the passengers get on or off the train, the foot of apassenger or the wheel of a cart or the like is effectively preventedfrom becoming caught between the support bars.

In addition, because the support bars are inclined in the direction inwhich the train travels, when the support bars are brought into contactwith the train, they are easily bent. As well, when the train approachesor leaves the platform, because the support bars are in sliding contactwith the train, frictional noise is markedly reduced.

Therefore, the present invention has superior effects in that thereliability of the station and the stability when passengers get on oroff the train are greatly enhanced.

1. A safety gap filler provided on an edge of a railway platform that isadjacent to tracks to reduce a gap between the platform and a train, thesafety gap filler comprising: a fastening base body attached to the edgeof the platform that is adjacent to the tracks in a direction parallelto the tracks, the fastening base body having a band shape, a width ofwhich is small, and a height of which is large; and a plurality ofsupport bars protruding predetermined lengths from a surface of thefastening base body towards the tracks at positions spaced apart fromeach other at regular intervals, each of the support bars having a plateshape, which is small in width and large in height, and being inclinedat a predetermined angle with respect to the fastening base body in adirection in which the train travels, so that the support bars areelastically brought into sliding contact with a sidewall of the train.2. The safety gap filler according to claim 1, wherein the fasteningbase body and the support bars are manufactured as a single body using asoft material such as rubber or urethane.
 3. The safety gap filleraccording to claim 1, wherein the fastening base body and the supportbars are manufactured through separate processes and are assembled witheach other into a single body, wherein the fastening base body is madeof a hard material such as synthetic resin and has in one surfacethereof a plurality of dovetail slots, each of which is closed at alower end thereof, and each of the support bars is made of a softmaterial such as rubber such that the support bar bends when contactingthe train, with a first dovetail provided on a proximal end of each ofthe support bars, the first dovetail being fitted into the correspondingdovetail slot of the fastening base body.
 4. The safety gap filleraccording to claim 1, wherein a cross-section of each of the supportbars has a tapered shape which is reduced in width from a top thereof toa bottom.
 5. The safety gap filler according to claim 4, furthercomprising: a sliding shoe provided on a distal end of each of thesupport bars, the sliding shoe having superior abrasion resistance andsuperior impact resistance.
 6. The safety gap filler according to claim5, wherein a second dovetail is formed on the distal end of each of thesupport bars to extend a predetermined length from an upper end of thesupport bar downwards, and a dovetail groove is formed in the slidingshoe, so that the sliding shoe is assembled with the correspondingsupport bar using the second dovetail and the dovetail groove, whereinthe sliding shoe protrudes from the support bar towards the tracks. 7.The safety gap filler according to claim 1, wherein the fastening basebody has a bent shape such that the fastening base body covers an uppercorner of the edge of the platform, so that the fastening base body isfirmly coupled to the edge of the platform.
 8. The safety gap filleraccording to claim 7, wherein a metal reinforcing member having a shapeequal to a shape of the fastening body is provided in the fasteningbody.
 9. The safety gap filler according to claim 3, wherein the supportbars are manufactured to have various sizes such that heights of thesupport bars are greater, less than or equal to a depth of the dovetailslots of the fastening base body, so that the support bars areselectively used depending on a difference in height between a surfaceof the platform and a bottom of a door of the train.
 10. The safety gapfiller according to claim 1, wherein the angle at which each of thesupport bars is inclined ranges from 30° to 60°.
 11. The safety gaptiller according to claim 1, wherein the height of each of the supportbars is reduced in a direction away from the fastening base body. 12.The safety gap filler according to claim 1, wherein the width of each ofthe support bars is reduced in a direction away from the fastening basebody.